Different sort of cam question
#2549670
09/13/18 04:05 PM
09/13/18 04:05 PM
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Joined: Jan 2003
Posts: 1,379 Houston,Tx.
Lee446
OP
pro stock
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OP
pro stock
Joined: Jan 2003
Posts: 1,379
Houston,Tx.
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I am going in another direction on a project. The 493rb that I have on the stand was originally built with equal parts street/strip in mind. It was originally around 10.5 comp with a set of Edelbrock performers with upgraded springs for a Porter custon solid 255/58 .580 (by memory) cam. My current 69 Satellite has a 528 hemi that is going to go into my wifes 70 Cuda/shaker hood. My thoughts are to cam down a bit for the 493 and turn it more towards a street/Tour type, since I am retired now and have more opportunity to do that kind of thing. I am swapping back to the 3.54 Dana from the 3.73, I acquired a GearVendors to put on my TF. I have a Dynamic 10" converter that flashed around 3700. Before I changed direction, I had the e-brocks cnc ported by Modern and they flow 325 on the intake according to the sheet, will that hurt efficiency due to lower port velocity? the heads were also milled to 79cc and with my combo will be right at 11-1, probably will go to a bit thicker head gasket to reduce that a little. I run a well set up six-pack which will remain. Before the port work, my 4120w/driver ran 11.40's through the full exhaust. Now, my question is, what would you look for in a performance cam, that would be fairly compatible, efficiency wise, with overdrive and cruising at approx 2500 rpm? Lets be clear, I realize it will never be a highly efficient modern engine, but how to optimize what I have as well as possible by cam selection and for example, going from a 108 to a 110 or 112 c/l.? dropping to 238-244@50 duration? Lower? Since I will be changing cams anyway, and I want to stick with a solid. I have a new M/P .528 solid in the box that has been sitting on my shelf for 15 years, I think it would be pretty mild, but AndyF has gotten some good results with it. Hoping to get close to mid 500 horse with good idle charectaristics(think being in Woodward Dream Cruise traffic!) I have usually only cared about getting the most power out of everything so I will be interested in your opinions on this project.
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Re: Different sort of cam question
[Re: justinp61]
#2549678
09/13/18 04:23 PM
09/13/18 04:23 PM
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Joined: Jan 2003
Posts: 1,379 Houston,Tx.
Lee446
OP
pro stock
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OP
pro stock
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Posts: 1,379
Houston,Tx.
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Been dealing with Dwayne for years, and he will most likely supply the cam. I am looking for feedback from knowlegable people that may contribute ideas/experience. Hopefully Duane, AndyF, Streetwize or anyone else will chime in with suggestions.
Last edited by Lee446; 09/13/18 04:30 PM.
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Re: Different sort of cam question
[Re: ahy]
#2549774
09/13/18 10:22 PM
09/13/18 10:22 PM
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Joined: Jan 2003
Posts: 1,379 Houston,Tx.
Lee446
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pro stock
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OP
pro stock
Joined: Jan 2003
Posts: 1,379
Houston,Tx.
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A converter change is certainly not a problem, I have a reworked 10-3/4 hemi converter that was around 2800 behind a 500 horse 440. My flash stall on the current Dynamic is also behind an engine that developed 660 lb ft of torque, I wonder how much less stall it will have with the milder 493. I want enough stall to have no idle issues. I think I even have a stock Street hemi converter in the shop. If I went with the MP 528, the stock 10-3/4 would probably be enough. Carter, it sounds like it really works well for you and that is good to hear the voice of experience, I have that cam, so I may give it a try, but I am thinking maybe a touch bigger, My rockers are 1.5 RAS/Isky's. Your car is obviously an 11 second car, I could possibly live with a low 12 second car. But faster is always better!
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Re: Different sort of cam question
[Re: Lee446]
#2550094
09/14/18 08:56 PM
09/14/18 08:56 PM
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Joined: Jan 2003
Posts: 1,379 Houston,Tx.
Lee446
OP
pro stock
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OP
pro stock
Joined: Jan 2003
Posts: 1,379
Houston,Tx.
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Allright, after Dwayne and I had several conversations, we came to the conclusion "You can't get there from here". The compression could somewhat be alleviated by cam choice, but no guaranty that we could cover octane deficiecies in the boonies. Going to a thicker head-gasket loses what little quench my Wiseco flattops had and further aggravates the octane situation. We decided that the best way to build the engine that will do the job under the conditions specified, would be for me to buy a new set of Icon forged pistons with a 24cc dish which would be right at 10-1 and most importantly, provide quench. I will head out to the shop and start dissasembly of the new shortblock and replace the pistons and rings with the new ones. Gotta check piston weights as rebalancing could well be necessary. While I had not planned on throwing another 1K into the project, it is better to do it right than try to band-aid a marginal situation. Thanks to all who helped and a great Thanks! to Dwayne Porter of Porter Racing Heads who worked with me to help me understand the problems we faced! Onward through the fog!
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